Cranking mechanism



H. GOEDDERTZ.

CRANKING MECHANISM FOR INTERNAL COMBUSTION ENGINES.

"APPLICATION FILED FEB-2.1918.

Patented Dec. 23, 191 9 INVENTOR V8 Hen/"y Goedaerfz.

lid

HENRY GOIElDDERTZ, OF DENVER, COLORADO.

CRANKING MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Dec. 23, 1919.

Application. filed February 2, 1918. Serial No. 215,069.

To all whom it may concern Be it known that I, HENRY Gonnnnn'rz, a citizen of the United States, residing at Denver, in the county'of Denver and State of Colorado, have invented certain new and useful Improvements in Cranking Mech anism for Internal-Combustion Engines, of

which the following is a specification.

My invention relates to crank operated starting mechanisms for internal combustion engines and more particularly to the kind of startingmechanisms in which means are provided to autoniatically break the motion transmitting connection between the crank and the part which directly engages the engine-shaft, when by back-fire or kickback ofthe motor itsmovement is suddenly reversed.

lt isthe primary objectof my invention to provide a meclnnism of the above described character which although of very simple construction, is positive and reliable in action and which be applied to any motor vehicle without changing the con struction thereof.

Another object of my invention is to provide a mechanism which maybe placed in its operative position without the use of bolts or other fastening devices and is readily removed when not in use, and still further objects of the invention reside in the provision of an improved means for holding the crank against backward motion with the cranking shaft when the movement of the engine-shaft is reversed, and in providing a simple device by which the mechanism maybe locked in an inoperative condition to prevent the engine from being cranked by unauthorized persons. 1

With these and other objects in view, my invention consists of certain novel features of construction and arrangements of parts shown in the accompanying drawings in the various views of which like parts are similarly designated, and in which-- V Figure 1 is apartially sectional plan view of my improvedstarting mechanism in its operative position on the frame of amotor vehicle, 1

Fig. 2, a section in the plane indicated by the lined- 2, Fig. 1, drawn to an enlarged scale,

"Fig.- 3, a section taken on the line see,

Fig. 1, with part of the mechanism shown in elevation, and i Fig. 4:, a transverse section on the line 4%, Fig. 3.

In the embodiment of my invention shown in the drawings, the reference numeral 2 designates the part of the frame of a motorvehicle to which the starting mechanism is attached for placing it in operative relation to the engine shaft and which as usual has a cylindrical sheath 3 to provide a bearing for the cranking shaft.

The starting mechanism comprises a preferably cylindrical casing 1 which is provided with means for securing it to the frame of the vehicle.

In the form of my invention shown in the drawings these means consist of two pron s 5 which are designed to enter into and %t within sockets 6 formed on the frame as shown in Fig. 1.

The casing 4. consists of a body-member 7 and a therewith removably connected cover member 8 provided with central openings for the passage of the operating parts of the mechanism which are partially inclosed thereby. These operating parts consist of the'usual cranking-shaft 9 which has at one of its ends a clutch-face adapted to coact with a similar face on the cranking end of the shaft of the motor. The shaft 9 haswithin the casing a diskshaped collar 10 and its end opposite to that which has the clutch-face is threaded for the application of a nut.

The usual spring 13 is placed between the collar 10 on the shaft and the frame 2 to which the mechanism is applied, to yieldingly maintain the shaft in its inoperative position in which the oppositely disposed clutch face of the two shafts are out of engagement.

The crank 23 by which in the operation of the mechanism, the cranking shaft is rotated, projects from a hub 14 which is loosely fitted upon the shaft within the central opening of the cover member of the casing.

A central wheel 15 formed integral with the hub of the crank within the casing, provides a combined automatic brake forlholding the crank againstrotation with the shaft whenby back-firing of the motor, itsdirec tion ofrotation is reversed, and atransmi sion member which by frictional contact with the collar 10 causes the shaft to rotate in conjunction with the crank when the latter is rotated in the proper direction to start the engine.

The wheel 15 which is rotatably fitted within the body-member of the casing, has a friction face'in engagement with the diskshaped collar 10 ofthe shaft, the parts being maintained'in frictional contact by a coiled spring 16 disposed between the hub of the crank and a nut 12 screwed upon the projecting rear end of the cranking shaft.

It will be seen that the cover-member of the casing provides a stop which holds the crank-shaft against outward movement by pressure of the spring 13 and that by adjustment of the nut 12, the pressure between the two friction transmission members of the mechanism, may be varied to any suitably degree.

' The brake wheel has a series of bevel faced peripheral recesses 17 for the reception of balls 18 which constitute the medium by which the braking action is effected during backward motion ofthe crank shaft.

The device'for locking the mechanism so as to prevent its operation by unauthorized persons, consists in the form shown in the drawings, of a stop 19 projecting laterally from an'arm'QO which is pivoted upon one of the prongs 5 by which the mechanism is fastened to the vehicle frame.

' This stop is adapted to enter an opening in the case 'and engage the collar 10 on the shaft and thereby prevent th latter from moving lengthwise for its engagement with the clutch face of the engine-shaft.

Thefree end of the arm 20 and the prong on the casing across which it projects, have openings which register when the stop 19 engages the collar 10, for the application of a padlock :21 or other suitable locking means.

In order to start an engine by the use of my improved starting mechanism, the cranking shaft is placed within the sheath 3 of the vehicle-frame and the casing is secured to the frame by inserting [the prongs 5 into the sockets provided for that purpose as hereinbefore explained and as shown in Fig. l of the drawings, in which position the clutch-face-on the cranking shaft is opposite to the corresponding face on the shaft of the vehicle motor.

After'the cranking shaft has been released for longitudinal movement by adjustment of the locking-arm 20, the manipulator pushes the same into engagement with the engine-shaft against the pressure of the spring 13 and at the same time imparts a rotary movement to-the crank in clockwise direction. j

The rotary motion of the crank is through theinterm'ediary of the frictionally engaging transmission members 10 and 1 conmovement to the shaft of the engine.

It will be seen that during this movement the balls 18 move freely in the pockets formed between the walls of the recesses 17 in the transmission member 15, and the innor circumferential surface of the casing and do not interfere with the rotary movement of th parts. If, however, in the event of a premature explosion in the engine-cylinders, a sudden opposite or anti-clockwise impulse is given to the crank-shaft, the balls will wedge between the beveled faces of the recesses in the wheel and the circumferential surface ofthe casing with the result that the wheel and th therewith connected crank are locked against backward movement with the shaft.

Accidents such as are often caused by back-firing of an engine during the crank ing operation, are thus effectively prevented and the parts of the mechanism reassumc their normal positions without further adjustment as soon as the clutch faces are disengaged.

An apparent additional advantage of the construction of the cranking mechanism as herein described is that the crank will be held in any desired position by the locking action of the balls without the aid of fastening devices such as the straps commonly used for that purpose.

The entire mechanism may be applied to or removed from the vehicle without any mor trouble than that required to apply an ordinary starting crank, the locking mecha nism prevents stealing of automobiles to a considerable extent and the very simple construction of the mechanism insures its constant operative condition.

My improved starting mechanism is applicable to any motor-vehicle not excluding those equipped with a so-called self-starting system, and it may be detached from the vehicle when not in use, as hereinbefore explained, or it may be permanently secured thereto by the provision of a pin or enlarged head at the end of the cranking shaft to prevent its withdrawal from the sheath on the frame and by fastening the casing to the frame by the use of bolts, rivets or other suitable means.

Having thus described my invention what I claim and desire to secure by Letters Patent is:

1. Cranking mechanism for internal combustion engines, comprising in combination, a cranking shaft, a crank, mechanism to compel a movement of the shaft with the crank in one direction and to restrain the crank from motion with the shaft in the opposite direction, and a carrier for said cranking shaft, crank and mechanism, havmg means for 1ts temporary connection with a motor vehicle in a position in which the cranking shaft is in operative relation to the engine shaft thereof.

2. Granking mechanism for internal coma hustion engines comprising a casing, a r0- tary and longitudinally movable shaft extending therethrough, a friction member integral With the shaft Within the casing, a

crank loosely mounted on the shaft, and a 19 combined friction-member and brake comprisnlg a perlpherally recessed member fixed on the crank and engaging the friction member on the shaft to rotate the shaft in a given direction, and balls in the recesses of the member adapted to Wedgingly engage the casing during retrograde movement of the shaft, and a spring to induce frictional engagement of the friction members.

In testimony whereof I have aflixed my signature in presence of two Witnesses.

HENRY GOEDDERTZ. Witnesses G. J. ROLLANDET, L. RHoADns. 

